forster and l h



A. FORSTER AND I. H. BROWN. STARTING AND STOPPING OF INTERNAL COMBUSTIONENGINES.

APPLICATION FILED ILlLY 15,1918.

Patented Dec. 2,1919. 9 SHEETS-SHEET I |I IIIIIIIIIIII I IIIIIIIIIIII A.FOHSTER AND J. H. BROWN. STARTING AND STOPPING OF INTERNAL COMBUSTIONENGINES.

APPLICATION FILED IULY I5, I9I8.

Patented Dec. 2, 1919.

9 SHEETS-SHEET 2.

A. FORSTER AND 1-. H. BROWN. STARTING AND STOPPING 0F INTERNALCOMBUSTION ENGINES.

APPLICATION FILED JULY 15.1918.

Patented Dec. 2, 1919.

9 SHEETS-SHEET 3.

A. FORSTER AND J. H. BROWN. STARTING AND STOPPING OF INTERNAL COMBUSTIONENGINES.

APPLICATION FILED JULY 15,]918.

Patented Dec. 2,1919.

9 SHEETS-SHEET 4.

A. FORSTER AND J. H. BROWN. STARTING AND STOPPING OF INTERNAL COMBUSTIONENGINES.

APPUCATION FlLED JULY 15,19I8- L g3fi fio Patented Dec. 2,1919.

9 SHEETS-SHEET 5.

E; E F/G.9.

A. FORSTER AND 1. HI BROWN.

STARTING AND STOPPING OF INTERNAL COMBUSTION ENGINES. APPLICATION FILEDJULY 15,1918.

Patented Dec. 2,1919.-

9 SHEETSSHEET 6.

F/G/O.

A. FORSTEH AND J. H. BROWN.

STARTING AND STOPIPING OF INTERNAL COMBUSTION ENGINES. APPLICATION FILEDJULY I5, I9I8.

IL ,323Q68fi Patented Dec. 2, 1919.

9 SHEETSSHEEI 7.

g K s I E n n E i i S 7 LI =I\,H4 7 f mm c zm WW,

A. FORSTER AND .l. H BROWN. STARTING AND STOPPING OF INTERNAL COMBUSTIONENGINES.

APPLICATION FILED JULY 15 I9;- L 3fi 6o Patented Dec. 2,1919.

9 SHEETS-SHEEI B.

. I f I 6 9544 MW WM wd A. FORSTER AND I. H. BROWN. STARTING ANDSTOPPING QF INTERNAL COMBUSTION ENGINES.

Patented Dec. 2,1919.

9 SHEETS SHEEI 9- rarer FFIQQ ANDREW FORSTER Ann JAMES HENRY BROWN, 0]?ISLE OF WIGHT, ENGLAND, ASSIGNORS T0 J. SAMUEL WHITE & COMPANY, LIMITED,OF EAST COWES, ISLE OF WIGHT, ENGLAND.

i STARTING AND STOPPING OF INTERNAL-COMBUSTION ENGINES.

To all whom it may concern:

Be it known that we, ANDREW FoRs'rEn and JAMES HENRY BROWN, subjects ofthe King of England. and residing, respectively, at Isle of lVight, inEngland, have invented certain new and useful Improvements in Startingand Stopping of Internal-Combus tion Engines, ofwhich the following is aspecification.

This invention relates'to internal combustion engines .of the Dieselmulti-cylinder type and has for its object to provide improved mechanismby means of which startin in either direction and stopping arecontrolled and effected by compressed air.

In certain existing constructions of engine of this type the starting isbrought about by first admitting compressed air to all the cylinders,either with or without simultaneous fuel injection, and then when theengine has started the supply of air to some of the cylinders is cutoil? so that while some cylinders continue to receive compressed air theother cylinders are supplied with combustible charges. Finally the airis cut ofi from the remaining cylinders so that all then run oncombustible mixture. It has been found however that when starting withair in all the cylinders there is a' danger that air may continue to besupplied to the cylinders orcerta in of them for such an unnecessarylength of time as to cause freezing within the cylinders as a result ofthe expansion of the air therein. This results in the temperatureproduced by compression being reduced for some revolutions afterstarting air is cut ofl" below that which is necessary to effect thecombustion of the fuel so that starting of the engine is prevented ordelayed and compressed air is wasted. Experience has shown that it issometimes possible to start such an engine by supplying air only tocertain of the c linders while fuel is supplied to the remainingcylinders but this cannot be effected un less the cranks are infavorable positions and it may then be necessary to turn over the crankshaft in order to bring the cranks into such positions. By means of thepres ent improvements it is possible to start the engine withoutadmitting air to all the cylinders and irrespective of the position ofSpecification of Letters Patent.

Patented Deca 2, 1919)..

Serial No. 245,017. I

the cranks. Simple hand controlled mechamsm is employed for this purposewhile waste of air and risk of freezing is obviated.

According to this invention there is provided one ahead starting valveand one clearing or wlthoutone astern starting valve whereby a supply ofair to the cylinders for startmg in one or in the other direction and tothe fuel valves for injection is controlled as also the pressure relieffrom the cylinders for stopping, all the three valves being handoperated by the movement of a single lever. The single ahead startingvalve and thesingle astern starting valve may be similar and eachcontrols a system whereby compressed air can be delivered to thecylinders. In each of these systems is a valve by means of which thesupply of starting air to certain of the cylinders is automatically outofi while another valve which is in con'nnunication with each of thesystems automatically controls the fuel injection air to the cylindersthis latter valve being also controlled by a single clearing or pressurerelief valve. The pneumatic control system thus comprises three handoperated valves respectively for ahead starting, clearing and asternstarting and these starting valves control the sup-ply of starting airfor either ahead or astern when the flow of this air to certain of thecylinders after a suitable period is cut ofi'- by automatic valves. Thestarting air also automatically actuates a valve which controls the fuelinjection air and this valvecan also be actuated and the fuel injectionair automatically cut oif when the clearing. valve is operated. Pipeconnections for starting; air are provided from the two starting valvesto the cylinders and in each of these ipe connections is an automaticvalve by w llCh the supply of starting air to certain of the cylindersis cut off after this air has flowed to the cylinders for a suitableperiod. The automatic valve which controls the fuel injection air isactuated by the starting air in either of these pipe connections. Thereare also pipe connections between the cylinders and the hand operatedclearing valve and between this valve and the automatic valve whichcontrols the fuel injection air pressure relief valve with or 3?; V eases together with or without an automatic main starting air relay valvewhich latter is actuated by air from each of the pipe connectionsbetween the cylinders and the hand operated starting valves. Thecylinders mayv cordance with the type of engine to which theimprovementsare applied. The accompanying drawings illustrate by way ofa15- ample how the invention may be employed and. also the valveconstruction as preferably used. In these drawings,

Figure 1' is a diagrammatic view showing the} air control system asapplied to a six cylinder engine.

I Fig. 2 is a similar view showing an alternative arrangement in whichpilot valves are not used and a single time or period valve is employed.

Fig. 3 is a sectional elevation of the hand operated starting andclearing valves.

Fig. 4 is a section on the broken line 44 'in Fig. 3 showing theformation of the valve casing only, the valves being omitted. Fig. 5 isa longitudinal sectlonal elevat on of one construction of the time orperiod valve.

Fig. 6 is a) similar view of a portion of the valve shown in Fig. 5 andillustratin an alternative arrangement of the air lea: in that valve. I

Fig. 7 shows in plan a ring and a disk such as used in the constructionillustrated in Fig. 6.

Fig. 8 is a longitudinal sectional elevation of an alternativeconstruction of same valve.

Fig. 9 is a longitudinal sectional elevation of one construction of theinjection air relay valve.

Fig. 10 is a similar view showing an alternative construction of thesame valve.

Fig. 11 is a longitudinal sectional elevation of the main starting airrelay valve.

Fig. 12 is a longitudinal sectional elevation showing the preferredconstructionpf a starting valve as employed in each cylinder and thepilot valve therefor.

Fig. 13 is a similar view of the preferred construction of cylinderclearing and relief valve as used with this invention.

Like letters indicate like parts throughout the drawings.

Assuming that the engine to which the invention'is applied is a sixcylinder engine the cylinders A are grouped in the connections to thecontrol system in sets of three, cylinders Nos. 1, 2 and 3 for examplebeing in one group while cylinders Nos. 4, 5 and 6 are in the othergroup. This grouping 15 such that if at starting the cranks on which actthe pistons in cylinders 1, 2 and 3 do that as soon-as the crank shafthas been turned over sufficiently to make the pistons in cylinders Nos.1, 2 and 3 operative, or very shortly after this has occurred, the airsupply to cylinders Nos. 4, 5 and 6 is shut off and fuel is supplied tothem while air continues to be delivered to cylinders Nos. 1, 2 and 3.These latter cylinders are then used to continue the turn ing of thecrank shaft until the engine is fairly started onthe combustible mixturein cylinders 4, 5 and 6 when the air supply to cylinders 1, 2 and 3 iscut ofi'by the operation of the hand control and fuel is delivered tothem.

The main features of the invention as shown in Fig. 1 may be herereferred to so as to explain the general arrangement of the severalparts employed in the system.

Each cylinder is rovided with a starting valve 0 for the admission ofair to the cylinder for starting purposes and the operation of thisvalve is controlled by a pilot valve D for starting ahead and a similarpilot valve D for starting astern. The detail construction preferablyemployed in these valves is shown in Fig. 12 and will be described laterwith reference to that figure. Each cylinder has a fuel valve E whichcontrols the injection offuel by air pressure in the usual manner. Thedetail construction of these fuel valves'may follow known line and neednot here be described. Each cylinder is: also'provided with the usualclearing or relief valve F the construction of which is shown in Fig. 13and will be referred to hereafter.

The hand operated valves for starting ahead and-astern and for clearingare disposed in a casing G and controlled by a hand lever G" the detailconstructions of. these valves being shown in Figs. 3 and 4. From thiscasing G two air pipe systems H and H, respectively for starting aheadand astern, run to the ahead and astern pilot valves D and D of all thecylinders A. In the ahead pipe system H is a time valve B and in theastern system H" is a similar time valve B. Each of these time or periodvalves is so disposed and constructed that while the air traversing thepipe systems H and H from the casing G can pass direct to the pilotvalves D and D of the three cylinders Nos. 1, 2 and 3, the air passingfrom these systems to the pilot valves of the branch. H

three cylinders Nos. 4:, 5 and 6 is controlled by the time valves B andB; whence lead the branching pipes 71. and h to the pilot valves ofthese grouped cylinders Nos. 4. 5

and 6. The detail construction of the time The astern alr pipe system His also provided with similar branches namely H running to the valve Jand H running to the valve K. Air is supplied under pressure from aflask j by a pipe 7" to the valve J and the latter communicates by apipe e with branches with the fuel valves E of all the cylinders A. Apipe 3' also runs fromthe valve J to with suitable branches.

the hand controlled clearing valve in'the "casing G. A pipe 7 leads fromthis clearing valve in the casing G to all the cylinder clearing valvesF. Air under pressure is supplied to the main starting air relay valve Kfrom a flask 7a through a pipe is, which has a branch k leading to thetwo hand controlled starting valves in the casing G. From the valve Kthe-air passes to all the cylinder starting valves C through a pipe. 0

The detail construction of the fuel injection air relay valve J is shownin Fig. 9 an alternative construction being shown in Fig. 10. The detailconstruction of the main starting air relay valve K is shown in Fig. 11.

In the modified arrangement shown in Fig. 2 the cylinder starting valvesG are not provided with pilot valves and a single time or period valve Bis employed which is disposed in the piping 0 between the main startingair relay valve K and the starting valves of the cylinders Nos. 4, 5 and6 to which the air is conveyed by branched piping 0. The air from thevalve K can pass direct to the starting valves C of the cylinders Nos.1, 2 and 3. 'Tn this case both pipes H and H run from the ahead andastern hand controlled startin valves in the casing G to a cylindrical camber M in which is a piston M operating as a valve to con trol thedelivery of air from either of the pipes H H through a pipe at to thevalve K. The valve M M is connected in some convenient manner to themechanism which controls the en ine valve gear for reversing purposesand this gear may be operated by the pressure of air on one side or theother of this i 'a-lve iston M according as air is ad mitted to t echamber M either through the -pipe H for starting ahead or through thepipe H for starting astern. On the other hand if the valve gear is setmechanically it will determine by'the position of the piston M the flowof air from either-the pipe H or the pipe H through the chamber M inaccordance with the valve setting. Thus the valve gear is automaticallyset for going ahead or astern when the corresponding starting valve inthe casing G is operated by the hand lever G and starting air isadmitted to the cylinder Having thus indicated the main features in theimproved system and the. apparatus employed the several parts and theirdetail constructions may be referred to.

The hand'operated lever G actuates three valves one N for startingahead, a similar valve 0 for starting astern and a clearing valve Pthe'latter being preferably situated eentrally between the two startingvalves as shown in Fig. 3.v The hand lever, 'G is conveniently pivotedat G and arranged tomove over a quadrant G and is provided with threeprojections on which. one G is central and adapted to act on or operatethe clearing valve P while each of the other projections G and Gr whichare disposed laterally acts on and operates a starting valve N or 0.Thus if the lever G is mo'ved'over the quadrant G into one extremeposition for example to the left as shown in Fig. 3 the ahead startingvalve N will be lifted, when the lever 15 moved thence into the centralposition the ahead starting valve will be closed and the clearing valveP will be opened so as to bring about the stoppage of the engine, andfinally when the lever is moved into the other extreme position to theright the astern starting valve 0 will be opened. The lever G and theprojections G and G thereon are so constructed and arranged that thelever can be moved into positions intermediate on the one hand betweenthe central stop or clearing position and the ahead starting position,and on the other hand between the central stop position and the asternstarting position, and when in either of these intermediate positionsthe lever will be inoperative .on either of the valves and is maintainedso while the engine is running. The lever is shown in Fig. 3 in one ofthese intermediate positions. 7

As mentioned the starting valves N and 0 respectively for ahead andastern are preferably similarly constructed and arranged. Taking forexample the ahead starting this comprises a conical valve N situated ina chamber N to which air is delivered from the starting flask is throughthe inlet against the face ofthe valve. From beneath the valve seatleads a passage N towhich is coupled the pipeH which as mentionedcommunicates bybranches with the ahead starting pilot valves D' on eachcylinder A. For convenience the two pipe circuits or connections H, 71,H H and H,

h, H H from the hand controlled start- I ing valves may be referred torespectively as the ahead starting air supply circuit and the asternstarting air supply circuit. The

stem N of the valve N is downwardly directed and enlarged at a suitablepoint in its length and formed hollow as at N -the enlarged portionbeing a sliding fit in a cylindrical passage running from the chamber Ncontaining the valve N. The delivery outlet N opens out of this passagejust beof the valve stem by a transverse pin N which passes through aslot in the plunger Air from the chamber or passage N beneath the valvecan enter the passage N in the valve stemN through openings N formedthrough the upper end ofthe enlarged part of this stem. The valve head Nis so disposed that it can be acted on by one of-the lateral projectionsG5 on the hand operated lever G. Thus when this lever is moved over thequadrant G into its extreme position to the left the projection willstrike the valve head N and after pressing it on to its seat in the endof the valve stem N the valve N will be lifted ofi' its seat andretained so as long as the hand lever G is kept in that position.Compressed air can then flow from the starting flask 7.; into thestarting air supply circuit H controlled by the valve. \Vhen the handlever is moved from the position in which it thus operates the valve Nthe latter is at once seated by the action of the air pressure on thevalve face and by a spring arranged as shown in the drawing. The airunder pressure which then remains in the starting air supply circuit Hcan escape by passing through the openings N into the passage N in thevalve stem N and thence past the valve N which falls away from itsseating.

The hand operated valve 0 for starting astern is in all respects as toits construc-v tion, arrangement and operation similar to the valve Nfor starting ahead. Thus as will be seen in Fig. 3 the valve is situatedin a chamber 0 to which air is admitted from the flask it through theinlet and through a passage N which as is shown in Figs 3 and i isformed transversely within the casing G and between the chambers N andO. Beneath the. valve is a chamber and passage 0 leading to the air pipesys The valve stem 0 is hollowed as tem H. at O for the greater part ofits length and in the outer end of this passage in the valve stem liesthe hollow plunger 0 having lateral openings beneath the head 0 which isformed as a valve adapted to close the passage in the stem. Thevalvehead O is re- The outer end of the reassess tained in place by thetransverse pin O" passing through a slot in the plunger 0 so as to allowthe valve to fall off its seat. ()penings O in the upper-end of thevalve spindle permit the air to escape from the chamber 0 into .thepassage 0 and thence to the atmosphere past the valve 0 The centralclearing valve P is of .the conical type and is seated in a chamber Pwhich communicates by the pipe j with an automatic injection air relayvalve J. The flow of air from this valve J is directed on to the face ofthe clearing valve P. Be-

neath the seat of this-valve P is a passage P which leads laterally tothe pipe f and by branches thereof to the clearing valves F of all thecylinders A. The stem P of the valve P is downwardly directed and canslide in a passage formed in the casing G while the end P of the.valvestem projects from the end of the passage. On this projecting end P actsthe central cam or projection G on the hand operated lever G. Thus whenthis lever is positioned for example centrally on its quadrant Gr theclearing valve P will be liftedand air can fiow from the. automaticinjection air relay valve J through the pipesj and f to the cylinderclearing valves F which then open immediately, relieve the cylinders ofall pressure and unconsumed gases and leave the engine ready to startagain in either direction The two starting valves N and O and theclearing valve P may be otherwise constructed, arranged and operated iffound desirable. As already mentioned in each starting air supplycircuit H k and H h is a valve B or B positioned so as to separate theengine cylinders A into two groups for example each comprising threecylinders as above indicated. These valves are conveniently referred toas the time or period valves since each automatically determines thetime or period during which starting air is supplied to one of thegroups of three cylinders. The time valves may be. constructed invarious ways each construction however operating for the same purposeandin substantially the same manner in that when air is admitted to thecircuit in which this valve is disposed the valve is first opened andair allowed to pass either direct to the starting valves C or to thepilot valves D or D of the cylinders in the group controlledby the timevalves. After a redetermined lapse of time the valve B or automaticallycloses as aresult of the leakage or passage of air'- diameter of thevalve stem Q and of the face of the valve Q. In this construction thepiston Q is formed separately from the valve stem Q the end of thelatter and the face of the piston being arranged to abut. Such anarrangement simplifies the construction of these parts and the fittingof the piston in its cy inder, the fitting of the valve stem Q in thepassage in which it slides and also the engagement of the valve Q withits scat. The valve is seated in the end of an inlet passage Q intowhich leads the pipe H from the hand control-led starting valve in thecasing G and above thls seat and around the valve is a chamber Q and alateral passage whence runs the pipe h with branches leading to thevalves G or pilot valves D or D group controlled by the time valve. Thepiston Q reciprocates in a cylinder Q of suitable length. Within thecasing B and at the side of the cylinder Q there is formed a reservoirchamber Q the upper end of which communicates with the upper end of thecylinder Q by a passage Q. A small opening Q is arranged between thereser voir chamber Q and the air passage Q and the dimensions ofthisopening are such that air can leak slowly from the passage Q intothe chamber Q and so into the cylinder Q behind the piston Q Thedimensions or v capacity of the chamber Q is determined in relation tothe rate at which air can leak or pass into it and in accordance withthe time during which it is desired that the valve Q shall remain openwhen the engine is started. The leak orifice Q is formed as shown in aremovable plug Q so as to permit of adjustment, interchangeable plugswith orifices of diflerent sizes being provided. An escape opening Q isformed through the valve casing B into the cylinder Q below the piston QIf now the hand controlled starting valve N is lifted compressed airenters the starting air supply circuit H and the passage Q and acts onthe face of the time valve Q which is thereby lifted off its seat. Theair can then flow past the valve Q through the piping h to the pilotvalves D or direct to the starting valves C of the cylinders Nos. 4, 5and 6 forming the group controlled by the time valve. Simultaneously airpasses relatively slowly through the small orifice Q into the reservoirQ and thence through the passage Q into the cylinder Q. As soon as thepressure in the reservoir Q and cylinder Q equals that in the startingair supply circuit H the valve Q'will close owing to its weight and thepressure of the air behind the piston Q The valve Q will then bemaintained closed by the pressure of air in the reservoir Q acting onthe face of the piston Q whose area is greater than the face 'of thevalve Q. Thus the supply of all the cylinders A in the of starting airto the cylinders Nos. 4, 5 and 6 forming the group controlled by thetime valve will be shut oif.

If It 1s not convenient in this construction to position the reservoir Qin the casing B so as to permit of the air leak being carried directlythrough the wall of the reservoir into the supply pipe Q, the reservoirmay be positioned elsewhere as for instance at the end of the cylinder Qas in the construction shown in Fig. 8 and a pipe carried from thereservoir Q into the air passage Q The air leak orifice Q is thendisposed at either one end or the other of this pipe or at someintermediate point in it. In either case the valve stem Q and the pistonQ are constructed and arranged so that no air can leak past the valvestem and piston into the reservoir Q.

In the alternative construction of the time valve as shown in Fig. 8 thereservoir chamber Q is detachably mounted on the end of the cylinder Qso'that the chamber Q constitutes a prolongation of the cylinder. Owingto the reservoir chamber being made removable its capacity anddimensions can be varied by substituting therefor other chambers ofdifferent sizes. The piston Q is here formed integral with the valvestem Q and a passage Q runs right through the valve stem and piston thesmall leak opening Q being arranged through the face of the valve Q atthe end of the passage Q. In this case the inlet H and air passage Qlead directly against the face of the valve Q.

In either of the constructions of time valve illustrated in Figs. 5 and8 and more particularly in that shown in Fig. 5 in place of providing asmall leak orifice Q the flow of air into the reservoir Q may beregulated and the rate of flow controlled by the employment of asuitably arranged series of superimposed disks in each of which are oneor more small holes. This arrangement is illustrated in Fig. 6. Eachdisk Q a hown in Fig. 7 is provided with a small hole Q positioned outof the center of the disk and a series of these disks are arranged oneabove the other alternating with rings Q the disks and rings being keptin place by a removable plug Q having a central orifice, the arrangementbeing clearly shown in Fig. 6. The rings Q are of sufficient thicknessto provide a small space between adja'cent disk Q while the holes Q inthese disks are positioned so that they do not coincide. The air leakinginto the reservoir Q circuits H and H.

of starting air will be shut off automatically to certain of thecylinders A as soon as the predetermined period has elapsed. The supplyof starting air to the cylinders Nos. 1, 2 and 3 which are. notcontrolled by the time valve is maintained while fuel is delivered tothe cylinders Nos. 4, 5 and 6 controlled by the time valve so thatcombustion can take place in these latter cylinders as the crank shaftis being rota-ted owing to the action of the starting air in the othercylinders.

As mentioned an automatic air injection relay valve J is provided whichis 1n communication with and is actuated by the air pressure in both ofthe starting air supply and this valve controls the flow of injectionair to the fuel valves of all the cylinders A of the 611 1116. The valveitself is conveniently of the conical type seated in a chamber intowhich air is delivered'by the pipe j from the air supply flask From acylindrical passage or chamber beneath the seat leads the pipe withbranches passing to the fuel valves E 1n each of'the' cylinders A.

The construction and arrangement adopted for the operation of this valvemay vary but in each case the arrangement is such that when there is airpressure in a starting air supply circuit H or H as a result ofoperation of a starting valve N or O by means of the hand lever G thispressure will cause the injection air relay valve J to be lifted andpermit air to flow from the flask j to the fuel injectors E. The valvemechanism is so arranged that the valve will be maintained off it seatby a spring acting on a piston even after the flow of air through thestarting air supply circuits H and H has ceased and pressure has fallenin these circuits. The pressure clramiber of the valve J is incommunication with the hand operated clearing valve P and the mechanismof the valve J is such that when this clearing valve is opened and thepressure in the valve controlling chamber is relieved the valve willseat itself and the injection of fuel into the cylinders A will stop.

The following may be instanced as alternative examples of the manner inwhich the automatic injection air relay valve may be constructed inpractice.

In one case illustrated in Fig. 9 the valve R is carried by a stem Rwhich springs from the center of the conical face of the valve. The stemR is hollowed as at R and small radial passages R are formed through thewall of the stem from the hollow interior and open into the chamber Rbeneath the valve seat so that air can flow from this chamber into theinterior R of the valve stem R. The lower end of the hollow part of thevalve stem is open and within the cylindrical interior slides a hollow.plunger R having R The out-ward movement of the hollow plunger R in thevalve stem R is limited by means of a suitably arranged stop or pin Rwlithin the valve stem R while its inward movement is determined by aconical enlargement R on the head of theplunger which can engage theconed end of the valve stem R. A small opening R .is formed through thewall of the plunger R adjacent to its head and in such a position thatwhen the plunger has, moved outwardly from the valve stem R this openingis uncovered but when the plunger has been pushed into the valve stemthe opening will be closed. There is also a small hole R leading fromthe interior R of the plunger throu h the center of the face of theplunger va ve R Air can thus flow from the chamber Rt beneath 4 the seatof the valve R through the openings end of the cylinder R in which liesthe plunger valve R after the plunger R has moved outwardly. Air canalso leak from the interior .R- of the valve stem R and interior R ofthe plun or R through the small opening R in t e plunger valve R to theopposite side of the piston R. This piston is acted on by a coiledspring R disposed between the piston and the end R of the cylinder R Thespring R has suflicient strength to support the valve R, member R andpiston R in their uppermost position when the air pressures in chambersR and R are equal, but it is not constructed to materially oppose thedownward movement of these parts when the air pressure above valve R orin chamber R exceeds that in chamber R This end R of the cylinder R hastwo communicating passages leading thereinto each of which is controlledby a non-return valve R and from these pas sure existent beneath thepiston R in the cylinder R can be relieved.

The action of the valve is as follows. When a hand operated startingvalve N or O is opened air enters a starting air supply circuit H or H'as already described and lifted all ow ing air to flow from the supplyflask through the pipes j and e to the fuel valves E. The area of thepiston R" is greater than the area of the upper face of the valve R onwhich can act directly the air flowing through the pipe 7' from thesupply flask j so that this pressure will be overcome and the lifting ofthe valve'R can be thus effected. If there is a difference between thepressure of 'the air in the starting supply circuit that is to say inthe cylinder R and that passing the valve R to the cylinder fuel valvesE equilibrium will be established by the leakage of air through thevalve stem R and small hole R in the face of the plunger valve R to theunder side of the piston R The valve will then be held in its raisedposition by the action of the spring R acting on the piston R. If it isdesired to stop the engine the hand operated clearing valve P is liftedby means of the hand lever G when the pressure beneath the piston R isat once relieved with the result that the valve R is seated and thesupply of air to the fuel valves E is cut off. There remains however inpipe 6 air under a considerable pressure which is utilized to, furthermove piston R downward in cylinder R until it is disengaged from plungervalve R, whereupon the air remaining in pipe 6 can flow throu h theopening in the piston and out throug 1 pipe j to the clearing valves.The air pressure in chamber R is of course suddenly relieved when theclearing valve is opened and valve R promptly seats itself. A very lightmovement of plunger R relatively to hollow valve stem R issufficient toenable air to flow throughopening R and the inertia of the piston andplunger is great enough to carry them downward against the pressure ofspring R after the valve R has been seated and to thereby'open theorifice R This will cause the piston R to move still farther in thedownward direction leaving the plunger valve R behind so that it islifted off its seat on the upper face of the piston. The air can thenflow freely through the opening in the piston and thence through thepipe j to the hand operated clearing valve P whence as above describedthis air which is under pressure Will pass through the pipe f to theseveral cylinder clearing valve F which will thereby be opened so as torelieve the cylinders Afof all pressure and unconsumed gases. The engineis then ready to be started again in either direction.

In the modified construction of the injection air relay valve as shownin Fig. 10 the iston Ris an easy fit in the cylin der R? ut is renderedair tight by a flexible diaphragm R suitably connected respectively tothe piston and to the casing J around it and within which it moves. Onits upper face the piston carries fixed to it the plunger R which isformed of the same diameter as the valve stem R and extends into andslides within the cylindrical passage within which also slides the stemR of the valve R. The lower end of this valve stem abuts against theupper end of the plunger R the abutting ends of the two parts beingconed as shown to engage. The head R of the plunger is enlarged andformed of the same diameter as the piston- R against the upper face ofwhich the plunger head lies with the diaphragm R interposed and heldbetween these parts. An opening R leads from the passage R in the valvestem R into the chamber R beneath the seat of the valve R. The passage Rin the plunger R coincides at its upper end with the lower end of thepassage R in the valve stem R. The passage R runs throughout. the lengthof the plunger R whose lower end R extends through the piston R to itsunder side where the end of the plunger slides within a sleeve R whichis fixed near the bottom of the cylinder R An opening R is formedthrough the wall of the sleeve R and a corresponding opening R isprovided through the wall of the end portion R of the plunger. Theseopenings R and R will coincide when the piston R is in its lowestposition and they will then permit the free flow of air from the pipe etothe' cylinder R beneath the piston R and so to the clearing valve Pthrough the pipe j In this case a coiled spring R is arranged in thechamber above the valve R so as to act on this valve in a directiontending to maintain it on its seat.

When one of the hand-operated starting valves N or O is lifted air underpressure coming through the pipe H or the pipe H and past a non-returnvalve R will enter the cylinder R beneath the piston R and cause it tomove upwardly in the cylinder. This will result in the valve R beinglifted off its seat. Air having previously been admitted through thepipe j to the chamber above the valve R from the su ply flask 7' thisair can then flow through tie pipe e to cylinder fuel valves E. Sincethe area of the piston R is greater than the area of the face of thevalve R the starting air pres the air pressure in the cylinder R beneaththe piston R is maintained, any leakage be ing made good by air whichcan pass from the chamber R beneath the valve R through the passages R Rto the opening R in the lower end of the plunger. Though this opening Rwill then be covered by the sleeve R as the end of the plunger is aneasy fit in the sleeve B it will permit of be brought into coincidencewith the open-' ing R 1n the wall of the sleeve R and air can then passfreel from the fuel valve pipe e and the'cham er R beneath the seat ofthe valve B. This air under pressure will flow through the cylinder Rand past jsupply circuit a main starting relay Valve Kftheconstructionof which may conventhe hand operated clearing valve P to thecylinder clearing valves F which will thereby belifted. Any air that mayleak past the valve stem R- and plunger B into the upper end of thecylinder R above the diaphra can esca e through a small vent ho e Rprovided or the purpose.

' There is included in the starting air iently be as illustrated in Fig.11. The valve itself S is of the conical type and is seated in'a chamberS to which air is supplied through the pipe is from the starting airsupply flask is. From a chamber S beneath the valve seat leads the pipe0 to the starting valves C of the engine cylinders A. The valve iscarried on a rod S which extends through a guide passage into a cylinderS where it is connected to a piston S movable in this cylinder. Aleakage vent S is provided through the casing K from the cylinder abovethe piston. Below the piston S are two inlets S into the. c linderrespectively connected to the pipes 4 and H of the starting air supplycircuits Hand H. A coiled spring S in the cylinder 8* above the piston Stends to keep the valve S on its seat. When air is admitted to either ofthese circuits by the operation of a hand starting valve N or O thepiston S will be raised and the valve S consequently lifted off its seatthe pressure of airentering above the valve at 70 from the flask and thepressure of the spring S being overcome by reason of the piston S beingof greater area than the face of the valve S.

Air from the flash k can then flow to the cylinder starting valve C andthe valve S will be kept open as long as pressure is maintained beneaththe piston S. The construction of this air relay valve may be modifiedas found desirable.

system is arranged as shown in Fig. 1 or as in Fig. 2; In either casethe cylinder starting valves may be arranged and constructed on knownlines. By way of example a convenient form of starting valve controlledby pilot valves is shown in Fig. 12.

The starting valve T is of the puppet type seated in an openingconveniently disposed -in the cylinder A. The main starting air deliverypipe 0 opens into a chamber T behind the valve. The valve stem T extendsoutwardly and its outer portion T s guided in a part of the pilot valvecasing D. Mounted on the valve stem is a piston of two diameters thelarger part T of which is guided in a cylinder T while the smaller partT reciprocates in a guide cylinder or sleeve T which projects into thecylinder T. A coiled spring T 6 acts on the under side of the largerpart of the piston T so as to press the valve on to its seat.

The pilot valves are disposed in the caslng D and lie side by side andparallel to each other and move transversely with respect to the valveT. Each of these valves comprises a cylindrical member U whichreciprocates in a chamber formed in the casing D the member U having inits length a part U of less diameter, the whole mem? ber U Uconstituting in effect a piston valve. A port U leads. into the cylinderT behind the piston T while two lateral ports U openinto the atmosphere.Into one end of the valve chamber leads the air pipe it while theopposite end of thevalve chamber is openso that the end U of the valvecan be caused to protrude from the chamber so as to be acted on by atappet U carried on a lever U pivoted at U. This lever U carries aroller U adapted to be brought into contact with a cam U The two pilotvalves U are similarly constructed, arranged and operated and one ofthese is employed for starting ahead While the other is employed forstarting astern the chamber in which the latter moves being connectedwith the pipe 71, but not shown in the drawing as it lies on the otherside of the valve U U. Thus one pivot valve is in the ahead startingpipe circuit while the other is in the corresponding circuit forstarting astern.

If either of the hand controlled starting valves is operated for examplethe valve N air under pressure enters through the pipe k and acts on theend of the pilot valve U which is thereby moved longitudinally so as tocause its end U to protrude from the easing and turn the lever U untilthe roller U is in a position where it can be acted the inner end of thevalve and air under pressure can then pass from the pipe it through theport U into the cylinder T where it will act on the piston T. Thispiston will then be moved against the spring T and the valve T will bemoved off its seat allowing air to enter the cylinder A,

through the pipe 0. As the engine turns over and the cam U rotates itWlll act through the tappet lever U on the valve U and will move thisvalve inward until the port U is closed and this port isplaced incommunication with the exhaust ports U by way of the annular spacesurrounding the reduced part U of the pilot valve. Air will then beallowed to escape from behind the piston T with the result that thevalve T will be seated by'the action of the spring T Openings and a pipeT permit air to escape from the cylinder T beneath the piston T". If thestarting valve is operated by the hand lever the other pilot valve willbe similarly brought into action and suitably actuated by its cam so asto lift the starting valve T and admit air to the cylinder for goingastern.

'In the arrangement illustrated in Fig. 2 where no pilot valves areemployed the starting valves O are constructed and operated in someknown manner by cams brought into operation-when the engine is tobestarted, the cams being set or the tappet levers adjusted by knownmechanism or by the piston valve M" as the engine is to be started aheador astern. The starting air which is led cylinder beneath the piston V.

spring V is disposed between the. piston V to the cylinder startingvalves through the piping c then enters the cylinders when the valves Care lifted by the cams from their seats.

The cylinder clearing valves F may also be constructed in various knownWays but by way of example 'a convenient construction which may beemployed is illustrated in Fig. 13.

The valve V is of the conical typeand. formed on the end of a valve stemV. The

valve is seated in an opening V which leads into the cylinder A andbehind the valve is a chamber V from which an opening V leads to theatmosphere. On the outer end of the valve spindle V is formed a piston Vmovable in a cylinder V and the pipe f leads from the inner end of thisA coiled and the outer end of the cylinder V and tends to keep the valveV on its seat. If now the clearing valve P within the casing which theinvention is applied.

G is lifted by movement of the hand lever G air under pressure asalready explained can pass from the injection air relay valve casing Jthrough the pipe 9' past the hand operated clearing valve P through thepipe E into the cylinder V beneath the piston he pressure ofthis airwill then move I the piston and lift the valve V off its seat with theresult that the gases from thecylinder A can escape to the atmospherethroughthe passage V. The valve is only lifted for a short timesuflicient to relieve the pressure in the cylinders. When the pressurein the pipe f falls the valve V will again seat itself. so

The several valves and their pipe connections may be disposed as foundconvenient and modified as may be desirable in accordance with thestructure of the engine to What we claim as our invention and desire tosecure by Letters Patent is 1; In an internal combustion engine of theDiesel type the combination of a plural ity of cylinders, a valve ineach cylinder controlling the admission of air for starting purposes, aclearing valve in each cyl-' inder controlling the discharge of gastherefrom, a source of supply of compressed air, pipeconnections betweenthis source of sup- 'ply and the several cylinder starting valves,

' a fuel injection valve in each cylinder, pipe connections between thesource of supply of compressed air and the several. fuel injectionvalves, pneumatically actuated means for controlling simultaneously theadmission of compressed air to all the cylinder starting valves and toall the fuel injection valves, a starting valve controlling thesepneumatic means, pneumatically actuated means for operating all thecylinder clearing valves and for simultaneously shutting off the supplyof airtoall the fuel valves, and a clearing valve controlling thesepneumatic means as set forth. 7

2. In an internal combustion engine of the Diesel type the combinationof a plurality of cylinders, a valve in each cylinder controlling theadmission of air for starting purposes, a clearing valve in eachcylinder, controlling the discharge of gas therefrom, a source of supplyof compressed air, pipe connections between this source of supply andthe several cylinder startin valves, a fuel injection valve in each.cylinder, pi e connections between the source of supp y of compressedair and the several fuel injection valves, pneumatically actuated meansfor controlling simultaneously the admission of compressed air to allthe cylinder start- 125 ing valves and to all the fuel injection valves,a starting valve controlling these pneumatic means, pneumaticallyactuated means for operating all the cylinder clearing valves and forsimultaneously shutting off 18$ i the supply of air to all the fuelvalves, a

clearing valve controlling these pneumatic means and a singlehandoperated lever by movement of which both the starting .valve and theclearing valveare'successively ac tuated as set forth.

3. In an internal combustion engine of the Diesel type the combinationof a plurality 'of cylinders, a valve in each cylinder controlling theadmission of air for starting pu1'poses,a clearing valve 1n eachcylindcr controlling the discharge of gas therefrom, a source of supplyof compressed air,

, controlling the discharge of gas therefrom,

a source of supply of compressed air, pipe connections between thissource'of supply and the-several'-cylinder starting valves, means forautomaticall closing the starting pipe connections between this sourceof \valves of certain of t e cylinders after a supply and the severalcylinder starting valves, a fuel injection valve in each cylinder, pipeconnections between the source of supply of compressed air and theseveral fuel injection valves, pneumatically actu-' ated means forcontrol ing simultaneously the admission of compressed air to all the Icylinder starting valves and to all the fuel injection valves forstarting ahead, an ahead starting valve controlling these pneumatwmeans, pneumatically actuated means for controlling simultaneously theadmlsswn of compressed airto all the cylinder starting valves and to allthe fuel injection valves for starting astern, an asternstarting valvecontrolling these pneumatic means, neumatically actuated means foroperating all the cylinder clearing valves and for simultaneouslyshutting off the supply of air to all the fuel valves, and a clearingvalve controlling these pneumatic means as set- -forth.

{L In an internal combustion engine .of the Diesel type the combinationof a plurality of cylinders,-a valve in each cylinder controlling theadmission of air for starting purposes, a clearing valve in eachcylinder controlling the discharge of gas therefrom, a source of supplyof compressed air, pipe connections between this source of supply andthe several cylinder startin valves, a fuel injection valve in eachcylinder, pipe connections between the source of supply of compressedair and the several fuel injection valves, pneumatically actuated meansfor controlling simultaneously the admission of compressed air to allthe cylinder starting valves and to all the fuel injection valves forstarting ahead, an ahead starting'valve controlling these pneumaticmeans, pneumatically actuated means for controlling simultaneously theadmission of compressed air to all the cylinder starting valves and toall the fuelinjection valves for starting astern, an astern startingvalve controlling these pneumatic means, pneumatically actuated meansfor operating all the cylinder clearing valves and for simultaneouslyshutting off the supply of air to all the fuel valves, a clearing valvecontrolling these pneumatic means, and a single hand-operated lever bymeans of which the ahead predetermined time, a fuel injection valve ineach; cylinder, ipe connections between the source of supp y ofcompressed air and the several fuel injection valves, pneumaticallyactuated means for controlling simultane-- ously the admission ofcompressedair to all the cylinder starting valves and to all the fuelinjection valves, a starting valve controlling these pneumatic means,pneumati-Z connections between this-source of supp y and the severalcylinder starting valves,

means for automatically closing the starting valves of certain of thecylinders after a predetermined time, a fuel injection valve in eachcylinder, pipe connections between the source of supply of compressedair and the several fuel injection valves, pneumatically actuated meansfor controlling simultaneously the admission of compressed air to allthe cylinder starting valves and'to all the fuel in ection valves forstarting ahead, an ahead starting valve controlling these pneumaticmeans, pneumatically actuated means for controlling simultaneously theadmission of compressed air to all the cylinder starting valves and toall of the fuel injection valves for starting astern, an

astern starting valve controlling these pneumatic means, pneumaticallyactuatedmeans for operating all the cylinder clearing valves and forsimultaneously shutting 0B the supply of air to all the fuel valves,anda -fuel valve controlling these. pneumatic cylinders, a valve ineach'c'ylinder controlling'the admission of "air for starting purposes,a clearing valve in each cylinder controlling the discharge of gastherefrom, a source of supply ofcompressed air, pipe connections betweenthis source of supply and the several cylinder starting valves, a fuelinjection valve in each cylinder, pipe connections between the source ofsupplyof compressed airand the several fuel in ection valves, afuelinjection air relay valve serving to control the passage of compressedair from the source of supply to the several fuel injection valves,pneumatically actuated means for controlling the admission of compressedair to all the cylinder starting valves and for simultaneously actuatingthe fuel injection air relay valve, a starting valve controlling thesepneumatic means, pneumatically actu-. ated means for operating all thecylinder clearing valves and for simultaneously shutting the fuelinjection air relay valve, and a clearing valve controlling thesepneumatic means. as set forth.

8 In an internal combustion engine of the Diesel type the combination ofa plurality of cylinders, a valve in each cylinder controlling theadmission of air for starting purposes, a clearing valve in eachcylinder controlling the discharge of gas therefrom, a source of supplyof compressed air, pipe connections between this source of supply andthe several cylinder starting valves, a fuel injection valve in eachcylinder, pipe connections between the source of supply of compressedair and the several fuel injection valves, a fuel injection air relayvalve serving to control the passage of compressed air from the sourceof supply to the several fuel injection valves, pneumatically 'actuateclmeans for controlling the admission of compressed air to all thecylinder starting valves and for simultaneously actuating the fuelinjection air relay valvefor starting ahead, an ahead starting valvecontrolling these pneumatic means, pneumatically actu-' ated means forcontrolling the admission of I compressed .air to all the cylinderstarting valves and for simultaneously actuating the fuel injection airrelay valve for startingastern, an astern starting valve controllingthese pneumatic means, pneumatically actu -ated means for operating allthe cylinder clearing valves and for simultaneously shutting the fuelinjection air relay valve, and

' a clearing valve controlling these pneumatic means as set forth.

9.'In an internal combustion engine of the Diesel type the combinationof a plurality of cylinders, a valve in each cylinder controlling theadmission of air for start- I ing purposes, a-clearing valve in eachcylinder controlling the discharge of gas therefrom, a source of supplyof compressed air,

pipe connections between this source of'supply and the several cylinderstarting valves, means for automatically closing the starting valves ofcertain of the cylinders after a predetermined time, a fuelinjectionvalve in each. cylinder, pipe connections between the source ofsupply of compressed air and the several ,fuel injection valves, a fuelinjection air relayvalve serving to control the passage of compressedair from the source of supply to the several fuel injection valves,pneumaticallvactuated means for controlling the admission of compressedair to all the cylinder starting valves and for simultaneously actuatingthe fuel injection air relay valve, a starting valve controlling thesepneumatic means, pneumatically actuated means for operating all thecylinder clearing valves and for simultaneously shutting the fuelinjection air .relay valve, and a clearing valve controlling thesepneumatic means as set forth.

10. In an internal combustion engine of the Diesel type the combinationof a plurality of cylinders, a valve in each cylinder controlling theadmission of air for starting purposes, a clearing valve in eachcylinder controlling the discharge of gas therefrom, a source ofsupplyof compressed air, pipe connections between this sourceof supplyand the several cylinder starting valves,

means for automatically shutting off the supply of air to the startingvalves of certain of the cylinders after a predetermined time, a fuelinjection valve in each cylinder, pipe connections between the source ofsupply of compressed air and the several fuel injection valves, a fuelinjection air relay valve serving to control the passage of compressedair from the source of supply to the several fuel injection valves,pneumatically actuated means for controlling the admissionof compressedair to all the cylinder starting valves and for actuating the fuelinjection air relay valve for starting ahead, an ahead starting valvecontrolling these pneumatic means, pneumatically actuated means. forcontrolling the admission of compressed air to all the cylinder startingvalves and to the fuel injection air relay valve for starting astern, anastern starting valve controlling these pneumatic means, pneumaticallyactuated means for operating all the cylinder clearing valves 4 and forshutting the fuel injection air relay valve, and a clearing valvecontrolling these pneumatic means as set forth.

11. In an internal combustion engine of lit) NSC)

